Fluid transmission



March 3, 1953 MQSSTIGERS ETAL FLUID TRANSMISSION 6 Sheets-Sheet 1 Filed Jan. 12, 1949 Inventors Me/bume .Srigers Dana Shgers By @maoifiz min mo e 5. M73163 March 3, 1953 M. STIGERS ETAL 2,630,023

FLUID TRANSMISSION Filed Jan. 12, 1949 6 Sheets-Sheet 2 Fig.2.

lnven'tars Me/bume Shgers Dana St/gers March 3, 1953 M. s-n E s T 2,630,023

FLUID TRANSMISSION Filed Jan. 12, 1949 6 Sheets-Sheet 3 Ale/ bume Sligers Oanp Stigers By WM March 3, 1953 M. STIGERS EIAL 2,630,023

FLUID *rmnsmzssron Filed Jan. 12, 1949 i s Sheets-Sheet 4 In vemors Me/bume Stigers Dana Sf/gers March 3, 1953 M. STIGERS ETAL 2,630,023

FLUID TRANSMISSION Filed Jan, 12, 1949 6 Sheets-Sheet 5 e/burne Sugars Dana Stigers JNVENTORS Fig. 6.

March 3, 1953 M. snezns ETAL FLUID TRANSMISSION 6 Sheets-Sheet 6 Filed Jan. 12 1949 Me/burne Stigers W Z wm I. s a n a 0 1 BY 2 way.

i atented Mar. 3, 1953 FLUID TRANSMISSION Melburne Stigers and Dana Stigers, Tucson, Ariz.

Application January 12, 1949, Serial No. 70,466

1 Claim.

This invention comprises novel and useful improvement in a fiuid transmission and more specifically pertains to a power transmission mechanism suitable for automotive vehicles for providing various speed ratios between an internal combustion engine and a driven shaft.

The principal object of this invention is to provide an improved fluid transmission having a substantially infinite number of speed ratios between the engine and a driven shaft, and which may be selectively placed into forward drive or reverse drive, each of which possesses the aforementioned infinite number of speed ratios.

An important feature of the invention resides in the provision of a fluid transmission having a pair of planetary gearing assemblies connected in series, together with means for varying the operation of the planetary gear carriers for regulating the effective power transmission of the assembly.

A further important feature of the invention resides in the provision of a novel mechanism for shifting one of the planetary gear carriers to selectively establish a direct driving engagement between the engine of the vehicle and the driving shaft.

These, together with various ancillary features and objects of the invention which will later become apparent as the following description proceeds, are attained by this device, a preferred embodiment of which has been illustrated by way of example only in the accompanying drawings, wherein:

Figure 1 is a perspective view of a preferred embodiment in accordance with the principles of this invention, a part thereof being broken away to show the interior construction thereof;

Figure 2 is a vertical central longitudinal sectional view taken substantially upon the plane of the section line 22 of Figure 1, the position of the adjustable planetary gear carrier of the second planetary set of gears being indicated in its neutral position, whereby the driving connection of the engine with the driven shaft is broken;

Figures 3 and 4 are vertical central transverse sectional views taken substantially upon the planes of the section lines 3-3 and 4-4, and looking in the direction of the arrows therein, and illustrating the construction of the driving and driven vanes of the fluid transmission mechanism;

Figure 5 is a fragmentary detail view taken substantially upon the plane of the section line 56 5-5 of Figure 2 and illustrating the arrangement 2 of the gears in the second planetary gear set of the invention;

Figure 6 is a view upon an enlarged scale of the gearing mechanism shown in Figure 2, the planetary gear carrier of the second planetary gear set being indicated in position for effecting a direct driving engagement between the engine and the driven shaft;

Figure 7 is an exploded perspective view of the gearing assembly of Figure 6, parts being broken away; and

Figure 8 is an exploded perspective view of a portion of the second planetary gear set and associated housing thereof forming a part of the invention, a portion of the closure plate of the housing being broken away.

Referring now more specifically to Figures 1 and 2, it will be seen that the fluid transmission in accordance with the principles of this invention comprises a rotatable casing which may form the flywheel of an engine, and is indicated generally by the numeral Hi, this casing consisting of a pair of complementary members i2 and i i which are detachably connected upon peripheral flanges IE by means of fastening bolts [3.

It is intended that the two sections i2 and M of the flywheel it shall constitute a fluid-tight chamber and may conveniently and detachably house and receive all of the parts of the planetary gearing sets forming a part of the fluid transmission, as set forth hereinafter.

One of these complementary casing sections such as that at I2 is provided with a hub portion 20 which is adapted to be connected in any desired manner with the crankshaft of an internal combustion engine and constitutes the driving member of the fluid transmission.

Rotatably journaled in the casing Hi and extending through the end wall of the complementary section 14, is a driven shaft 22 which constitutes the output shaft of the fluid transmission. This shaft 22 may form a part of the propeller shaft of an automotive vehicle if desired, or may be suitably connected therewith in various ways as desired. In any event, the shaft 22 will deliver the power from the fluid transmission mechanism, to the driving wheel mechanism of a vehicle or the like, at various speed ratios with respect to the speed of the crankshaft of the engine, in accordance with the operation of the mechanism to be hereinafter described.

As will be best seen by reference to Figures 2 and 6, the casing section M is provided with a centrally disposed opening for detachably re ceiving therein a substantially cylindrical cage or housing 24 which is secured to the casing section M by means of a flange 26 and suitable fastening bolts 23, a cover plate 36 being provided to close the open outer end of the cage 24 which at its inner end is provided with an end wall or partition 32.

The case or housing 2d is intended to contain and J'Qurnal the above-mentioned power on"- put shaft 22 and two sets of planetary gears which are associated therewith, whereby the entire gearing assembly may be removed from or inserted and secured within the fluid flywheel casing H] as a unitary assembly.

As shown in Figures 1, 2 and 6, the flywheel casing section ill is provided with an annular.

central wall 34 which terminates in an annular rim 36 which is axially apertured to slidingly receive the outer surface of the case or casing 24, and if desired may establish a fluid-tight joint therewith. In any event, this rim serves to support tosome extent the casing 2t intermediate its ends, whereby the casing 2 3 is supported by the rim 36 and. by the flange 25, being secured by the bolts 28.

As shown best in Figures 1, 2 and a, the casing section it is provided with a plurality of integrallyor otherwise rigidly connected vanes or blades Bit which are substantiallyradially disposed but may be curved at their outer extremities as clearly set forth in Figure 4, thus rotating and forming a part of the casing section [4, whereby the vanes 33 constitute driving vanes of the fluid transmission which are atalltimes rotatable'at the same speed as the flywheel housing and hence as that of the illternal combustion engine crankshaft with which this] transmission is intended to be associated. An annular web or reinforcing ring ll may be recessed into. and flush with the outer edges of theblades 38 to render this assembly. more rigidand to improve the hydraulic operation.

As illustrated in Figures 1, 2 and 3, it will be seen that the casing section 52 contains a pair of'driven turbine members 32 and 35, each of which. central annular disk-like portion des nated respectively' lt and as, these disks hav gjc'omplementary, oppositely extending annula rIdish-shapedl portions 5% and 52, respect'iyely', which are so positioned asto form a contiriuation of the toroidal-shaped chamber of the flywheel housing, of which the member it forms the'oth'er half."

Driven'v'anes 56 and 58, respectively, extend irom the portions 56 and 52 towards the center thereof, toform'two concentric, independently rotatable driven turbine members, the adjacent edges of the blades 53, 58 and 38 being spaced apart, merely a sufiicient distance to permit mechanical and operational clearance.

Itjis intended that the space within the casing sections l2 and i4 shall at all times be filled with suitable hydraulic fluid, this hydraulic fluid servingltotranslnit power and torque from. the vanes 3810f, the driving rotors l2, it of casing iii to the driven vanes 56 and 58 of the driven rotors Hand 44, respectively.

As will be best understood by reference to Figures 2, 6 and '7, the turbine or rotor disk is is provided with a central, axially ofiset hub portion. 60. which is rigidly, and non-rotatably but detachably secured to the end portion of a sleeve 62 as by means of a retaining nut 6 whereby rotation of the disk s2 will result in rotation of the. sleeve 62.

"The sleeve. 62 visgin turn, freely rotatable upon as at ill, these vanes 4 the inner extremity of the above-mentioned power output shaft 22, and is removably secured thereto as by a Washer 65 and fastening nut 68.

Freely rotatable upon the sleeve 62 is a concentric sleeve 10 to which is rigidly and nonrotatably but removably attached the central portion of the turbine or rotor disk 48, this being seated against a retaining collar 12 which, in turn, seats against a shoulder 14 on the sleeve 10, and a fastening nut 15 secured upon the outer screw-threaded extremity of the sleeve 1%. Suitable annular packing members it are positioned between the disks s6 and t8 and partition 32 and are retained in fluid-tight, sliding and sealing engagement with the two disks and with the partition 32 as by annular springs or resilient members 80.

As so far described, it will thus be seen that the driven disks 46 and 38 are independently journaled forindependently driving the sleeves 62 and 10 for a purpose which will become later apparent.

The innermost wall or partition 32 of the cage 24 is provided with a central hub-like member 82 which constitutes a journal for receiving the sleeve 10, the latter in turn constituting a bearing for the sleeve 62 which is also j ournaled upon the inner. extremity of the power take-off shaft 22. J

The other extremity of the sleeve It! is diametrically enlarged to provide a hollow drumlike flange or rim 8.51 which is internally geared as at 86 to constitute an internal ring gear or orbit, gear of the planetary gear system. Similarly, the. extremity of the, inner sleeve 52 is provided with circumferential gear teeth. 38 whereby the sleeve. constitutes a sun gear for the first planetary gear system, the sun gear 88 and orbit gear 84 being concentric. An annular fiange 85 upon the sleeve 62 and a complemental annular shoulder 87 in the sleeve ll) serve to limit relative inward motion of the sleeve 10 upon sleeve 62.

The first planetary gear set is completed by a plurality of planet gears t l, which are con: stantly in mesh with the sun gear 33 and the orbit gear, 84, these gears being journaled upon stub. axles 92 whose. threaded extremities are attached to and carriedby a. planet carrier plate 94. forming a flanged extremity of a sleeve 36 which likewise is freely rotatable upon the output shaft 22 and is disposed. adjacent to the extremity of the sleeve 62.

The'extremity of the sleevev 5G is provided with external gear teeth 93 and consti-tutesthe sun gear of a second planetary system. It should be ashoulder, wherebythe sleeve Qdmay be ,abutted against this. fiangeandthesleeve 62, in turn, abutted against the end oi": the sleeve 9%..

In addition tothesun gear 38, and. orbit. gear we, the second planetary gear set includes a plua rality of planet geaisliifi, which planet gearsare continuously in. mesh withbut. slid albly engage with the sun .93. and onbitfgear iii lfor. a pure pose which will subsequently become a arent. The sun and orbit gears t8 and centric.

A hub or sleevemember ,5 G8 is. freely rotatable and stab new the Wi ut r-i h r -2..

is rotatable within an axial bore extending through the cover 36 of the gear cage 24, which bore is provided with suitable annular seals or packin means lit for preventing the escape of fluid therebetween. At its inner end, the sleeve I63 is provided with a flange-like integral extension H2, which has a laterally and inwardly extending, rim H4 which is provided with a removable closure i it in the form of a plate which is retained as by fastening bolts 8. The vplate H6 is centrally apertured to slidably receive the sleeve 96, and the plate journals as by means of screw-threaded stub axles I20, the above-mentioned planetary gears I06. It will thus be seen that as the sleeve W8 is moved or slid axially upon the shaft 22, by means and for a purpose which will subsequently become apparent, the planetary gears I66 carried thereby are likewise moved axially while maintaining their geared relation to the sun gear 98 and orbit gear I64.

Alt proper positions, the plate H2 is provided with suitable apertures I22 which may detachably receive corresponding pins I24 carried by and extending from the integral plate I60 of the output shaft 22. The arrangement is such that upon axial sliding movement of the sleeve I68, and of the planetary gear carrier H6 associated therewith, the pins I24 carried by the flange It'd of the shaft 22 may be selectively engaged within the. apertures I22 or released therefrom whereby the orbit gear I62 and the planetary gear carrier I it may be selectively locked together for simultaneo-us rotation or released for independent rotation as set forth hereinafter.

As will be best seen by reference to Figures 2, 6 and 3, a control disk I216, having a circumferential or peripheral bead I28 thereon, is rigidly and non-rotatalbly secured to the sleeve Ids by means of a fastening nut I36 threaded upon the end of the sleeve, and by means of a key I32, see Figure 8, received in suitable keyways I34 and IE6 formed respectively in the inner and outer peripheries of the disk I26 and the sleeve I 08.

The control disk I 26 is provided with one or more apertures I38 for detachably receiving and seating the extremity I42} of a pin whose screwthreaded inner extremity I42 is seated in the cover plate 35.

It will thus be seen that the control disk I26 and the sleeve I68 may be moved axially for seating the pin its in the aperture I38 for thus locking the members I26 and 36 together.

Preferably, the proportions and dimensions of the parts are such that the pins I24 and I46 are successively, respectively engaged in the apertures I22 and I38 and are similarly reversely disengaged therefrom upon appropriate axial shifting movement of the sleeve I08 relative to the output shaft 22 and the flywheel casing I0.

Attention is now again directed to Figures 1, 2 and 6 wherein it will be seen that the control disk I26 constitutes a means whereby the sleeve I68 and the planetary carrier II4 of the second planetary gear system may be adjusted axially. For this purpose, there is mounted upon any suitable fixed part of the framework of the automotive vehicle or assembly with which the fluid coupling of this transmission is associated, such as the portion indicated at I44, 2. control lever M6 pivoted thereto as'at I48 and provided with a yoke portion I50 which straddles the bead I28,- and which by its oscillation about the fulcrum I48 will axially shift the control disk while permitting rotation of the same. The lever I46 is pivotally attached as at I58 to any suitable man:

6 ually operated control means such as the rodiridicated at I60.

Upon another portion of the frame of the vehicle such as that indicated at I62, there is provided a stop pin I64 which is adapted to align with the above mentioned recess or aperture I38 in the control disk I26, whereby upon its extreme axial outward movement, the control disk may be seated upon the stationary stop pin I64 and held stationary thereby. Alternatively, as above mentioned, the control disk may be moved inwardly, to seat upon the stop pin I46, whereby the control disk, the sleeve I68 and the planetary carrier of the second planetary gear set may be locked to the rotating flywheel casing I6, I2 and I4.

Obviously, any suitable means desired may be employed for selectively looking or yieldingly biasing or retaining the control lever M6 in its neutral position, in various axially movable positions.

The control member I46 may be shifted to any one of four positions in order to determine and control the action of this mechanism. These positions are: (l) The neutral or idle position, shown in Figure 2, wherein each of the three sets of pins 524, I49 and I64 are disengaged from the apertures I22 and B3. (2) The positive and direct drive position, shown in Figure 6, wherein the sleeve I68 is shifted axially to extreme lefthand position, whereby the pins I24 and Hill are respectively engaged in the apertures I22 and IE8, at which time it will be seen that the iiywheel casing members I2 and I4, through the closure plate 36, are directly connected by the pin I46 and aperture I38 and the splined connection between the control disk I26 and sleeve its, to the shaft 22 through the pin and aperture 325 and 622. Thus, the shaft 22 will revolve at the same speed as the flywheel assembly because of the engagement of these pins, thereby lessening wear upon the mechanism parts when the device is in direct drive. (3) Automatic shifting drive whereby the ends of pins 24 will be engaged r in the apertures I22, with the pins I46 and I6 being both disengaged from the disk I26; and i) in reverse, automatic shifting drive wherein the sleeve I66 has been moved axially to the right to its extreme position, whereby the aperture I33 is engaged with the pin I64, both of the pins I24 and I46 being disengaged from apertures I22 and I38.

It should be here noted that when the control lever Hi6 and the control disk I26 together with the planetary gear carrier II4 of the second planetary gear set are in neutral or idle when in the position shown in Figure 2, whereby the control disk I 26 is engaged with none of the pins I46 and I64, and whereby pins I24 are disengaged from aperture #22 no power will be transmitted from the engine by mean of the flywheel housing It to the power output shaft 22.

The operation of the mechanism in automatic shifting forward drive is as follows. When the internal combustion engine with which this transmission is associated is running at an idling or at a low speed, the rotation of the driving vanes 38 of the flywheel casing ID will not produce any appreciable centrifugal force upon the fluid within the casing, so that there will be sub stantially no torque transmitted from the driv-- ing vanes 38 to either of the two sets of driven. vanes 56 and 58. As the engine speed gradually increases, and the vanes 38 rotate faster, a centrifugal force begins to be developed in the fluid '7 within the transmission casing, so that torque begins to be transmitted from the driving vanes 38 to the two sets of driven vanes 56 and 58. The ring ll causes the fluid to flow over the outer edge of the ring, through the driven vanes E and 58 and back into the driving vanes 33 on the inner edge of the ring 4|. Since the vanes 56 are free to rotate with their rotor disk E6, the will rotate in substantially the same direction as the driving vanes 38, but at a lesser speed depending upon the amount of centrifugal force developed within the fluid, so that the sun gear 88 of the first planetary gear set will cause the planetary gears dd thereof to revolve upon their axles 92. There will be a similar but a lesser torque applied to the vanes 5t and their rotor disk 48, which are directly coupled to the orbit gears 8 of the first planetary gear set, but owing to the lesser diameter and radius of action of the vanes 53 compared to the vanes 56, there will be a difierential speed of rotation between the gears 88 and 84. Moreover, since the total torque applied to the two sets of driven vanes 56 and 58, will at idling speeds of the engine be less the load imposed by the output shaft 22 and its associated driving connection with the wheels of the vehicle, the planet carrier plate 94 be subjected to a considerable resistance, so that the same will remain relatively stationary, whereupon the rotation of planet gears 95 will cause the orbit gear 5 and the associated rotor disk 8 with its driven vanes 58 to rotate in a reverse direction from that of the other driven rotor vanes 58 and plate :38. Due to this differential rotation of the orbit and sun gears, it is obvious that the power transmitted from the flywheel through the planet gear carrier plate 9 its sleeve 96 and the sun gear 58 carried thereby, to the secondary planetary gear set and hence to the shaft 22 will be at a low ratio compared to the speed of rotation of the engine. As the engine speed increases, and centrifugal force becomes greater within the flywheel assembly, this ratio diminishes until it approaches unity, at which time the driven shaft '32 will rotate at substantially the same speed as the engine and the flywheel housing.

It will be noted that in the position of the parts for directautomatic shifting drive, the sun gear 98 constitutes the driving source of the sec ond planetary set, this gear causing rotation of the planet gear I96, and the axles i2?) of these planet gears are held stationary with respect to the shaft 22 by means of the planet carrier H which is pinned as at I24 and 52b to the flange lot of the shaft 22. Consequently, the orbit I02 of the second planetary set rotates at the same speed as the shaft 22, and this speed by means of the sun gear 98 and planet gears N15, i in direct proportion to the varying ratios established by the driving and driven vanes and the first planetary set.

In summary, it will, therefore, be seen that when the mechanism is placed in its forward, variable ratio automatic shift position, the varying centrifugal forces within the flywheel casing give the infinite speed ratios between the engine and the driven shaft in this position or the parts.

Operation of the parts in reverse, automatic speed ratio shifting drive:

In order to place theapparatus in position for reverse drive of the vehicle from the engine, it is merely necessary to shift the control disk [26 to its extreme right-hand position, whereupon the aperture 538 thereof will engage upon the stationary pin I64, to thereby prevent any rotation of the control oliskl'zfi, the sleeve H38, the disk I I2, and the planet carrier members l M and H5, whereby the axis of rotation of the planet gears 536 of the second planetary set will remain stationary. Of course, the pin l2ll will be disengaged froin the apertures I22 of the stationary member H2, while likewise the pin N2 will be disengaged from the apertures !38 of the control disk.

With the parts in this position, and the sun gear 98 of the second planetary set rotating at varying speed ratios with respect to the driving shaft of the engine, by means of the above described diiferential action of the driving and driven vanes, it will be seen that the planetary gears we are caused to rotate in a different direction. Since the planetary gear carriers are held stationary, this rotation of the planetary gears i'llii will cause a reverse rotation of the orbit gear Hill of the orbit gear carrier hi2, which by means of the disk tilt is to the shaft 22. Thus, the shaft 22 will be caused to rotate in the oppositedirection but at infinite variety of speed ratios with respect to thedriving engine.

Operation of the mechanism in direct drive: In direct drive of the mechanism, the parts are disposed in the position shown in Figure whereby rotation of the flywheel member it and it, which are directly driven by and rotated at the same speed as the internal combustion engine, causes rotation of the shaft 22 at the same speed, by means of the connection of the pin Hill in the apertures I38 of the control disk i223 which is keyed to the sleeve use which, in turn, by means of the pins 32 and apertures E22, are directly connected to the flange of the shaft 22. Thus, the flywheel is directly connected to the shaft and the torque is imparted thereto by direct stationary connections thus relieving or alleviating the strain upon the planetary gear systems.

It will be seen that the interior of the casing or gear case 24 is thus sealed off from the interior of the rotatable hydraulic chamber of the flywheel iil, whereby the gearing may be packed in lubricant or re lubricated as desired without interfering with the hydraulic fluid contents of the flywheel casing iii. However, it is also permissible and feasible to establish any suitable connection between the interior of the case 24 and the interior or" the flywheel casing iii, whereby the hydraulic fluid may constitute the lubricating means of the gearing assemblies.

From the foregoing, the construction and operation of the device will be readily understood and further explanation thereof is believed to be unnecessary.

Since obvious changes and modifications will readily occur to those skilled in the art after a consideration of the foregoing specification and attached drawings, it is not intended to limit the invention to the exact construction shown and described. ccordingly, all suitable modifications and equivalents may be resorted to falling within the scope of the appended claim.

Having described the invention, what is claimed as new 1s:

A planetary gearing assembly comprising first and second sets of gears, each set including a driving sun gear, an orbit gear, a planet carrier and planet gears journaled on said carrier and engaging said sun and orbit gears, rotating means for driving the sun and orbit gears of the first set at variable speeds, the planet carrier of the first set being drivingly connected to the sun- 9 gear of the second set, and means connecting the orbit gear of the second set to a'power output shaft, and means for alternately and selectively holding the planet carrier of the second set stationary or looking it to said rotating rneans.

MELBURNE STIGERS. DANA STIGERS.

REFERENCES CITED Number 10 UNITED STATES PATENTS Name Date Radcliffe July 2, 1918 Saki July 14, 1931 Cotal June 14, 1938 Van Lammeren Mar. 128, 1939 England June 20, 1939 Tipton July 28, 1942 James Jan. 18, 1944 Pentz June 6, 1944 Keller Got. 30, 1945 Hodge July 25, 1951 

